Replacer or rerailer



Jan. 7, 1930. w. GAKLE 1,742,467

REPLACER on RERAILER Filed Dec. 13. 1927 2 Sheets-Sheet 1 Jan. 7, 1930.w. GAKLE REPLACER OR RERAILER Filed Deg. 13, 1927 2 sheetswsheet amountof time and with Patented Jan. 7, 1930 WILLIAM GAKLE, OF CHICAGO,ILLINOIS REPLACER OR RERAILER Application filed December 13, 1927.'

The present invention relates to improve ments in a replacer orrerailer, and refers particularl to a scientifically designed device forefficiently rerailing engines and cars which have become accidentallydisengaged from a rail.

This application is a continuation in part of an application previouslfiled by me under plate of February 21st, 192 Serial No. 169,-

The rerailer of the present inventiondescribed briefly comprises incombination an inside rerailer and an outside rerailer, and as a featureof the invention, means are provided whereby wheels already engaged withthe rail may pass over the rerailer without danger of being derailed bythe rerailer.

As another feature,lugs or extensions are provided on the inside surfaceof each rerailer projecting inwardly from the inner side thereof toprevent accidental disengagement of the rerailers while in use.

The principal object of the present invention is to provide anefiicientdevice for re railing cars and engines, which device is sodesigned as to effect rerailing in a minimum a minimum amount of effort.

As a further feature of the invention, the inner walls of the rerailersmay be so inclined toward the rails so the lower edge of the rerailerwill avoid resting upon the spikes which secure the rails to the ties.

The utility of the device as well as other objects, features andadvantages, and points of distinction'over the prior art, will be moreparticularly hereinafter apparent from the following description. V

In the drawings, Fig. 1 is a fragmentary plan view illustrating thererailers in engagement with the rails.

Fig. 2 is a cross sectional line 2-2 of Fig. 1.

Fig. 3 is a vertical sectional elevational view of the constructionshown in Fig. 1, taken on line 33 of Fig. 1, the rails being illustratedin cross section.

F ig. {i is a cross sectional View of the inside rerailer taken on line4-4 of Fig. 1.

view taken on Serial No. 239,689.

Fig. 5 is a side perspective view of the iriside rerailer. Referringmore particularly to the drawlngs, 1 designates the outside rail, and 2the inside rail secured by means of the spikes 3 to the cross ties 4.

The rerailer of the present invention comprises a set of two elements,which for convenience may be referred to as the inside rerailer 5 andthe outside rerailer 6. Each of the rerailers 5 and 6: may be cast orforged I from metalof a suitable strength andthickness. The inner faceof the rerailers may have one'or more projections or lugs 7 the purposeof which will be hereinafter more 6 particularly described. The innerside walls 8 of each rerailer may be so inclined toward the rails 1 and21that the lower edge 8 Will bear upon the base 9 of the rails to avoidthe rerailer bearing upon the spikes 3, or any means which may beemployed tosecure rails to the ties.

Describing more particularly the inside rerailer, from both side edges10 the rerailer may taper upwardlyand inwardly toa high 7 point,illustrated at 11. From each edge 10 to the high point 11 a groovedtrack 12 may be provided, so shaped that it is wide immediately adjacentthe edge 10, reducing in width as it extends upwardly, being prefersoably of smallest width at the high point 11. The recessed groove ortrack 12 maybe defined on one side by wall 13 and on the other byinnerfianges 14. The purpose of the dey pressed groove 12 is to directthe wheels to.- ward the rail 2. Each flange 14 may be wide enough andat the same time high enough to prevent the side of the wheel fromcrowding against the rail, while at the same time directing the upwardmovement of the wheel on the rerailer. I When the wheel has reached apoint desig nated at A the wheel, due to its weight and the forceexerted by the outside'rerailer, hereinafter to be explained, the flangeof the wheel will be forced against the side wall 15 raised above thehigh point 11 of groove 12, the portion 16 adjacent this surface 15being of suflicient thickness and width of surface'to permit the flangeof the wheel to bear 1% the wheels on therails.

thereagainst, thus the wheel riding of! the portion 16 and beingrelieved from cont-act with the inner surface 15 will be caused to betransferred to the rail.

To prevent the wheels already engaged with the rails from becomingaccidentally started down the groove 12 and becoming derailed whenpassing over the rerailers, the flanges 1 L may be grooved as at 17 toprovide a groove for the flanges of the Wheels already engaged with therails, thus guiding them until they have ceased contacting thererailers. This groove 17 also will function to prevent thererailedwheel from running down the opposite inclined groove 12 andbecoming derailed.

It is to be understood, of course, that the rerailer tapersdownwardlytoward both edges 10 from its'high point 11 and that each tapered sideis similar in configuration.

Now referring more particularly to the outside rerailer 6, it may beprovided with a rela tively wide track or depressed groove18 projectingupwardly and inwardly from each lower edge 19 to a high point 20, thegroove 18 being defined by the outside wall 21 and inner flanged walls22. It is to be noted that the general width of the groove 18 may begreater than the general width of the groove 12, since it is desirablethat more latitude be allowed to the outside rerailer than to the insidererailer. The flanges 22 function in the same manner as the flanges 14;to prevent crowding of the wheel against the rail. By reference to Figs.2 and 3, it will be noted that the high point 20 of the outside rerailermay be of greater height than the high point 11 of the inside rerailer,and further, this high part 20 may take the form of a surface slopingdownwardly and inwardly from a high point 23 to a low point 24. Thepurpose of this isto cause the wheels to be forced against the insidererailer 5, that is, to force the flange of the inner wheel against theM bearing surface 15 so that when the wheels ride oil the arts ll and 16the tread of the wheels will ive on the tread of the rails, or closeenough so that a slight further forward or rearward movement willproperly align It is to be noted that this sloping part 23, 2a may bedisposed on an angle sufiicient to permit the tread of the wheel to bearagainst the surface of the rerailer, as shown at 25 (Fig. 2). Thepurpose of this is to avoid the result of having all the weight of thecar and wheels being borne by the flange which would soon wear groovesin the surface of the rerailer and hamper its function. I

As another feature of this invention, to prevent the rerailers fromslipping orrising and disengaging the rails due to the tremendousweightexerted on them, I may provide one or more lugs 7 on the inside surfaceof each rerailer next to the rails. When the wheel begins to run intothe grooves 12 and 18 of the rerailers the opposite end is liable to beflipped up, thus disengaging the hooked clamps 26 and 27 from the rail.The purpose of these lugs is to prevent this from happening.

The operation of the device should be apparent from the foregoingdetailed description. It will be apparent that this is a very eflicientdevice by which cars and engines which have become accidentallydisplaced from the rail may be replaced thereon with a minimum amount ofeffort and within a minimum amount of time. The device is economical inmanufacture, easy to use and very effective in operation. It is to beunderstood,

of course, that other means than the hooked members may be provided for,detachably locking each rerailer in place on the rail.

I claim as my invention:

1. In combination, inside and outside rerailers, each rerailercomprising a metal structure tapering upwardly from both edges to a highintermediate point, the outside re railer having a higher intermediatepoint than the inside rerailer, depressed grooves projecting upwardlyfrom said edges defined by side walls whereby the travel of the wheelsto be replaced is directed to said intermediate high point and engagedwith the rails, means to prevent the wheels engaged with the rails frombeing derailed, comprising a depressed groove in the side wall of saidinside rerailer adjacent the rail. a

2. In combination, inside and outside rerailers, each rerailercomprising a metal structure tapering upwardly from both edges to a highintermediate point, the outside rerailer sloping downwardly and inwardlytransversely of the rail, depressed grooves projecting upwardly andinwardly from said edges defined by side walls whereby the travel of thewheels to be replaced is directed to said intermediate high point andengaged with the rails, means to prevent the wheels engaged with therails from being derailed, comprising a depressed groove in the sidewall of said inside rerailer adjacent thev rail.

3. In combination, insideand outside rerailers, each rerailer comprisinga metal structure tapering upwardly from opposite edges to a highintermediate point, the outside rerailer having a higher intermediate vpoint than the inside rerailer, depressed grooves projecting upwardlyfrom said opposite edges defined by side walls whereby the travel of thewheels to be replaced is directed to said intermediate high point andengaged with the rails, means to prevent accidental displacement of thererailers relative to the rails while in use, comprising a lug on theside of the rerailers adjacent said rails, and an overhanging elementdisposed at the intermediate portion of each rerailer adapted to toprevent the wheels engaged with the rails from being derailed,comprising a depressed groove in the side wall of said inside reraileradjacent the rail, and means to prevent accidental displacement of thererailers while in use, comprising a lug on those sides of the rerailersadjacent the rails, and an overhanging element disposed at theintermediate portion of each rerailer adapted to cont-act the lower sideof the tread of the rail when the rerailer is raised.

5. In combination, inside and outside rerailers in combination withrails, suitable means for securing said rails to supporting means havingenlarged heads to engage the edge of the base of said rails, each ofsaid rerailers tapering upwardly from both edges to a high intermediatepoint, the outside rerailer having a higher intermediate point than theinside rerailer and adapted to contact the flange and tread of thererailed wheel when the same is on the intermediate portion of thererailer, depressed grooves projecting upwardly from said edges definedb side walls whereby the travel of the whee s to be replaced is directedto said intermediate high point and engaged with the rails, saidrerailers each having inside and outside walls, said inside walls beingadapted to bear upon the base of said rail at a point substantiallyremoved from the edge of said base whereby said rerailer will not restupon the head of said securin means.

6. In com ination, inside and outside rerailers in combination withrails, means for supporting said rails, means for securing said rails tosaid supporting means having enlarged heads to engage the edge of thebase of said rails, each of said rerailers tapering upwardly from bothedges to a high intermediate point, the outside rerailer having a higherintermediate point than the inside rerailer and adapted to contact theflange and tread of the rerailed wheel when the same is on theintermediate portion of the rerailer, depressed grooves projectingupwardly from said .edges defined by side walls whereby the travel ofthe wheels to be replaced is directed to said intermediate high pointand engaged with the rails, means to prevent the wheels engaged with therails from being derailed, comprising a depressed groove in the sidewall of said inside rerailer adjacent the rail, means to preventaccidental displacement of the rerailers while in use, comprising a lugon those sides of the rerailers adjacent the rails, said rerailers eachhavin inside and outside walls, said inside walls being adapted to bearupon the base of said rail at a point substantially removed from theedge of said base whereby said rerailer will avoid resting upon the headof said securing means, and an overhanging element integral with theintermediate portion of each rerailer adapted to contact the lower sideof the tread of the rail when the rerailer is raised. T

In testimony whereof I aflix my signature.

WILLIAM GAKLE.

